Regulating apparatus for heat-engines.



NO- 8615393. PATENTEDJULY 30, 1907.

A S. A. R-EEVB.

RBGULATING APPARATUS FOR HEAT ENGINES.

APPLICATION FILED umzs, 1900.

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W WWW PATENTED JULY 30, 1907.

s. A. REBVE.

REGULATING APPARATUS FOR HEAT ENGINES.

APPLICATION FILED JAN. 29, 1900.

4 SHEETS-SHEET 2.

INVENTEI R:

- v PATENTED .TULYBO, 1907. S. A. REEVE. REGULA TING APPARATUS FOR HEAT ENGINES.

APPLIOATION FILED JAN.29, 1900.

4 SHEETS-SHEET 3.

VENTEJ F2:

No.861,393. PATENTEDJULY30,1907. s. A. REEVB.

REGULATING APPARATUS FOR HEAT ENGINES. APPLICATION FILED JAN. 29, '1900.

' 4 SHEETS-SHEET 4.

FA; (Q a UNITED STATES PATENT OFFICE.

SIDNEY A. REEVE, OF WORCESTER, -MASSAGHUSETTS, ASSIGNOR TO CHARLES F. BROWN, TRUSTEE, OF READING, MASSACHUSETTS.

REGULATING APPARATUS FOR HEAT-ENGINES.

Specification of Letters Patent.

Patented July 30, 1907.

Application filed January 29, 1900. Serial No. 3,156.

To all whom it may concern:

Be it known that I, SIDNEY REEVE, of Worcester, in the county of Worcester and State of Massachusetts, have invented certain new and useful Improvements in Regulating Apparatus for Heat-Engines, of which the following is a specification.

This invention relates to the production of power by the continuous or non-explosive combustion of liquid or gaseous fuel and air in a combustion-chamber communicating with an engine. Apparatus embodying this principle of operation is described in Letters Patent of the United States granted to me August 17, 1897,

' and numbered respectively 588,178 and 588,293.

Briefly stated, the apparatus described in said patents comprises an engine, a fuel-compressor and an air compressor, a combustion-chamber in which the two fluids are united and burned continuously, and a cooling-chamber containing a body of water through or over which the products of combustion arev passed, whereby said products are cooled and a portion of the water vaporized, there being a resulting motive fluid composed of steam and the said products of combustion, which motive fluid passes to the engine and operates the same.

The present invention has for its object to provide improved apparatus for. the regulation and control of the combustion fluids, and for maintaining continuous combustion in the combustion-chamber.

The invention consists in the novel features of construction and arrangement hereinafter set forth in the claims and described as to their embodiment in the specification. p

Of the accompanying drawings, Figure 1 represents a diagrammatic view of an apparatus constructed in accordance with my present invention. Fig. 2 represents a vertical view, partly in section and partly in elevation, on an enlarged scale, showing the main regulating-valve. Fig. 3 represents a section on line 3-3 of Fig. 2. Fig. 4 represents a section on line 4-4 of Fig. 2. Fig. 5 represents an enlarged detail section of the lower'portion of the valve shownin Fig. 2. Figs. 6 and 7 represent sections on the lines 66 and .7'7 respectively, of Fig. 5. Fig. 8 represents a vertical view, partly in section and partly. in elevation, showing the release-valve and governor. Fig. 9 represents a vertical section through the combustion-chamber. Fig. 10 represents a vertical sectional view of the device for controlling the stroke of,.the gas-compressor piston. Fig. 11 represents a vertical sectional view showing a modified form of regulating valve.

The same reference characters indicate the same parts in all the figures.

Referring to the drawings,1 designates an engine,

gas. Suitable combustion fluids, such as gaseous fuel and air, are supplied under pressure to the generator 3, through conduits 4 and 5. Continuous combustion of said fluids is maintained under pressure in the combustion-chamber which forms a part of the structure- 3, the products of combustion passing through or over a body of water which is contained in the lower part of said structure, whereby their temperature is reduced to a practical working point, and a considerable body of steam is created. The resulting mixture of steam and products of combustion passes upwardly around the walls of the combustion-chamber, whereby it is re-heated, and out through the engine-pipe 2. The cooling-chamber is kept supplied with water by a suitable regulating apparatus, all as described in the patents hereinbefore referred to.

6 and 7 are pipes or conduits emptying into the conduits 4, 5, and forming the delivery-pipes for the gas and air compressors 9 10. The said compressors are -driven by the engine 1, the piston-rod 11 of the air compressor being shown in direct or tandem connection with the piston-rod of the said engine, while the gas compressor 9 is operated from the" cross-head of the engine, through a rock-arm 12 connected by a rod 13 with the piston-rod 14 of said compressor. The air-compressor takes air from the atmosphere, while the gascompressor takes gas through'a pipe 15 connected with a street main or other suitable source of supply.

16 and 17 represent reservoir-chambers connected by valved branches 18 19 with the conduits 6 7, and

adapted for the storage of pressures.

The products of combustion of'the gas and air supplied by compressors 9 and 10 entering the cylinder of the engine 1 furnish power to drive said compressors, while abundant additional power may be taken from the crank-shaft 20 of the engine for performing outside work. I

Before reaching the generator 3, the gas and air pass through a. regulating-valve mechanism 8, whose constmction is shown in detail in Figs. 2 to 7. The casing of the valve mechanism 8 contains an inlet-chamber 21 connecting with the air-conduit 7, and two outletchambers 22 23 connected with said inlet-chamber by ports 25 26 formed in a stationary bushing 24 which separates the inlet and outlet chambers. A sleeve 27 mounted for movement within the bushing 24 is provided with ports 28 29 adapted to be moved into and out of register with the ports 25 and 26, respectively,

said sleeve constituting two valves or valve members for regulating the flow of air between the inlet-chamber and the two outlet-chambers. The arrangement is such that vertical movement imparted to the valve sleeve 27 opens one set of ports, while simultaneously and equally cutting off the other set of ports, the aggregate port-area remaining the same. This movement is therefore a distributive one. The valve sleeve 27 is connected by a stem 42 with a flexible diaphragm 31 contained within a diaphragm-casing 30 and separating said easing into upper and lower pressure-chambers 32 33. The upper diaphragm-chamber 32 is open to the air-inlet chamber 21 within the valve-casing through the skeleton rod-guide located just above casing 30 and seen in section in Fig. 2 and in plan view in Fig. 4, and the lower diaphragm-chamber 33 is open to a chamber 34 in the lower part of the easing, into which the two sections 4 6 of the gas-conduit are connected. At the lower end of chamber 34 is a valve-seat 37 forming the entrance to a release-pipe 38 and controlled by a small valve 39 which has a lost-motion connection at 40 with a prolongation 430 of the diaphragm-stem. By reason of the connection 40, ordinary movements of the diaphragm do not affect the valve 39; but an extreme upward movement of said diaphragm will lift said valve from its seat, and open the chamber 34 to the release-pipe 38. Saidrelease-pipe is connected with the gas-compressor supply-pipe 15.

A sleeve-valve 35 mounted for rotatory movement within the lower part of the valve-casing and having ports'36 36 controlling the passage of fluid from section 6 to section 4 of the gas-conduit, is so arranged as to create a resistance to the passage of gas through'said conduit. The valve sleeve 27 is also given a set or position in rotatory direction, so as to create a resistance to the passage of air through the conduit 7 5, said resistance,

' anism, whereby the diaphragm 31 isheld in a natural equilibrium. The outlet-chambers 22 and 23 are connected respectively to the conduit 5 which enters the burner, and to a conduit 43 which passesaround the generator 3 and enters the engine pipe 2.

Connected with the gas-conduit 6 at a point between the gas-compressor 9 and regulating-valve mechanism 8, is a branch conduit 44, containing a relief-valve mechanism 45 arranged to open upon the attainment of a predetermined pressure in the conduit 6 and release back into the gas-compressor supply-pipe 15.

The operation of this regulating mechanism is as follows: Engine and sources of fluid-pressure (in this case the compressors) being put into operation under pressures below normal, the outputs of the compressors pass to the burner through the gas-ports 36 and the airports 25, the by-pass air-ports 29 being closed. The closing of the ports 29 is insured by the adjustment made of the resistance at 36 and the resistance at 25, which is predetermined by the relative set or position of the valves 27, 35, in a rotary direction whereby the pressure in the lower diaphragm-chamber 33 is slightly greater than that in the upper diaphragm-chamber 32, and the valve sleeve 27 is held in its raised position. The pressures in those portions of the gas and air conduits between the regulating-valve mechanism 8 and the generator 3 are substantially equal to each other and to the pressure in the said generator and its attached chambers. It is pro-supposed that the expansion resulting from the combustion of air and fuel supplied by the compressors is amply sufficient to propel the engine under full load. With the above-described set of valveparts, the pressures in the whole system therefore accumulate until the limit imposed by the set of the release-valve 45 is reached. At this point, a portion of the fuel escapes to a lower pressure-chamber, namely, the pipe 15. The flow through ports 36 being thereby lessened, the resistance and pressure-decrease caused by said ports are diminished, and the pressure in the gas-conduit and in the, lower diaphragm-chamber approach nearly or quite to the pressure in the burner, which by construction is less than the pressure in the section 7 of the air-conduit and in the upper diaphragmchamber 32. The diaphragm therefore falls, and some air is passed around the burner and into the enginepipe, through the conduit 43. There is therefore at the burner, both a diminished supply of air due to the diaphragm-fall, and a diminished supply of gas due to the decrease of pressure-impulse at the ports 36 and at the entrance to the burner; and accordingly, the diminished expansion resulting from the above imposes a limit upon the further rise of pressures in the system. Should the pressures beyond the regulator tend to fall from some increase in the intake of the engine, the con- I verse action takes place, namely: engine-pressure and burner-pressure fall, air-pressure back of the regulatorvalve mechanism falls correspondingly, since the resistance caused by valve sleeve 27 is practically constant for small changes of pressure, while gas-pressure in the gas-conduit and connected parts remains somewhat higher than the air-pressure, because of the greater resistance of the ports 36, and because the fall of pressure in the gas-conduit due to the increased engineintake results in the closing of the relief-valve 45. Airpressure being therefore relatively lower than gas-pressure, the diaphragm rises, shutting ports 26 and increasing the opening of ports 25, so that more air is sent to meet the increase of gas, and this change continues in force until the increased energy of combustion from the increased quantity of fuel thus afforded to the burner is sufficient to maintain or restore pressures to the limiting point. The release-valve 39 takes care of sudden or extreme rises of gas-pressure relatively to air-pressure.

The valve mechanism 45 is preferably so constructed that its opening and closing movements are gradual, and extend throughout a period of several pounds pressurevariation in the gas-conduit. A permissible construction of the valve mechanism is shown in Fig. 8. 46'

represents a balanced valve placed in the branch conduit 44 and normally held closed by the pressure of a spring 47. 48 is a flexible diaphragm connected with the valve-stem and having pressure-chambers on either side of it, the lower one of which is connected with the initial-pressure side of the valve, while the upper chamber is connected through conduit 52 having a throttle-valve 53, with a chamber 51 on the terminalpressure side of the valve 46. In the branch conduit 44, beyond the valve 46, is a check or safety valve 49 having a spring 50 set to allow the valve to open at the predetermined gas-conduit pressure. Below this selected pressure, the valve 46 is pressure-balanced in consequence of leakage past it into the closed terminal chamber 51 and through pipe 52 into the upper diaphragm-chamber. When the limit is reached, for which the valve 49 is set, terminal pressure can go no higher. The throttle 53 in pipe 52 having been closed down nearly tight, the release in the terminal chamber 51 through valve 49 is followed by a drop in the upper diaphragm-chamber, which is gradual because of the throttle, so that when-the balanced valve opens, it does so slowly. The valve remains open as long as the initial pressure remainsabove the predetermined point. When it falls below said point the valve gradually closes.

54 represents a centrifugal governor, belted to the engine-shaft and controlling the valve 49. At 55 is a collar on the spindle of valve 49, adapted to be lifted by the revolving part. ofthe governor connected with the governor balls, when the balls rise, the construction being represented-in Fig. 8 and being such as to permit the valve to go through the opening and closing movements, without being affected by the governor at ordinary engine-speeds. Should the speed of the engine, however, increase beyond a predetermined point, the circle in which the governor-weights travel will be enlarged, and the valve 49 lifted from its seat, thereby releasing a portion, smaller or greater, of the out-put of the gas-compressor, through the branch-pipe 4, back into the gas-main 15. The governor, for the sake of compactness and simplicity, is shown as applied to the valve 49; but it might obviously be applied to an independent r el ief-valve which italone a'ctuates, or to any other valve or device regulating the combustion-fluids supplied to the burner or regulating the performance of a compressor or compressors. It is obvious, also, that the valve device 45 could be applied to the airconduit.

It is provided, in the above-described apparatus,

that the normal deliveries of the compressors shall give a ratio of fuel to air which results in a concentratedcombustible mixture for extreme load. -It therefore follows that under ordinary conditions of load, some measure of fuel would quite steadily be obtaining release through the relief-valve 45. By automatically varying the actual performance of the fuel-compressor, this excess release pressure can be reduced to as narrow a margin as is desirable. Means for automatically varying the performance of the fuel-compressor by regulating the stroke of the compressor-piston is shown .in Figs. 1 and 10. The rock-arm 12 is equipped with a screwspindle 56 mounted for rotative movement but held from longitudinal movement, and provided with a vertically movable nut-57, to which is pivoted the connecting-rod 13 attached to the end of the compressorpisto'n rod 14. Rotati've movement imparted to the screw 56 in one direction or the other will move the nut 57 up or down, along the rock-arm 12, and hence -will.vary the stroke of the compressor-piston. At itslower end, the screw56 is equipped with a bevel friction-disk 58, adapted to be engaged by either one of two bevel friction-disks 59 60. The latter are secured to a shaft 61, which coincides with the axis of oscillation of the rock-arm 12 and is movable longitudinally.

to bring either of the said disks 59 60 into engagement with the disk 58.

62 is a bevel gear-wheel splined to the shaft 61 and connected by bevel-gear 63, shaft 64, and bevel-gears 65 66, with the main shaft 20 of the engine. The shaft '61 is thereby constantly rotated in one direction, and is adapted to slide through the gear 62. The engagement of one of the friction-disks 59 with the disk 58 will turn the screw 56 in one direction, and the engagement of the other disk 60 with the disk 58 will turn said screw in the opposite direction. The shaft 61 is connected with the stem 67 of a diaphragm 68 mounted in a diaphragm-casing 69. A spring 70 bears on one side of said diaphragm, and on the other side of the dia-v 68, and opposes the pressure of the spring 70. When the released pressure is sufficiently high, the tension of thespring 70 is overcome, and the disk 60 is moved against the disk 58, causing the screw 56 to -be rotated in a direction to depress the nut 57 and decrease the stroke of the gas-compressor piston. The output of the compressor having been diminished, the flow through the relief-valve willdecrease or cease, and the pressure against the diaphragm 68 opposing the spring 70 will also decrease; and the said conditions continuing, the disk 59 will be moved against the disk 58, and will cause the stroke of the compressor-piston to be lengthened, and the output of said compressor increased.v At 121 is a throttle-valve in the conduit 44, set at asmall opening, so that pressure-changes in the diaphragmchamber 71 will be gradual. Regulating mechanism similar to the above may be applied to an air-compressor and various equivalent means known to the. compressor art for varying compressor performance per stroke may be resorted to in place of stroke variation.

The valve sleeves 35 and 27 in the regulator 8 are hereinbefore described as simple resistance or throttle valves. If the regulator as described were to be used on pressures varying over a wide interval, it is plain that any single and, unchanged resistance, if right for high pressures and the consequent more compact volumes, might be unduly large for lower pressures with less.compact volumes, the result of whicli would be that at lower pressures, while the system described would be operative, the resistances at 36 and 25 would be excessive, involving some loss of power and possible inconvenience. It is'permissible, however, to vary the resistances at 36 and 25. automatically, in accordance with the actual pressures handled, and this is accomplishedas shown'in the drawings, by imparting rotatory movements to the'valve sleeves 27'and 35. The upper end of the valve sleeve 27 is formed as a pinion 95 having a series of teeth which are engaged by the teeth of a horizontal rack 94 operated by a tion as the pressure in the diaphragm-chamber 97, v

and it is evident, therefore, that the pressure in the diaphragm-chamber 96 will have to I overcome the tension of said spring 100, in addition to the pressure in the chamber 97 in order to establish equilibrium of the diaphragm 93. The rotation of the valve sleeve 27 varies the port area 28 (or 29),-and the consequent resistance to the passage of air through the said ports. I

Accordingly,, by the above arrangement,- a constant difference, measured by the spring 100, is maintained between initial and terminal pressures on either side of the valve 8.

In order to insure that an open passage shall always be maintained through the ports 28 or 29, an adjustable stop 110 is provided, against which the stem of the diaphragm 93 abuts, so as to limit the rotatory closing 'movement of the valve-sleeve 27. Asuitable locking device, such as the set-screw 133, may also be provided, to positively lock the diaphragm-stem-at times, and provide a fixed and unchanging resistance to the passage of the combustion-fluid. A diaphragm mechanism similar to the above and including a diaphragm casing 91 having its terminal chamber connected by a branch conduit 101 with the terminal-pressure section 4 of the gas-conduit, operates a rack 940 to rotate the valve-sleeve 35 and maintain the initial gas-pressure above the terminal gas-pressure by a constant difference. I do not, claim broadly a valve device constructed to reduce fluid-pressure by a constant difference.

In 1 and 9,- I have illustrated an igniter adapted to start combustion and insure its maintenance in the generator 3. 73 is a tube carried through the wall of the generator 3, and containing a smaller tube 74, the two tubes being adapted to carry fuel and air to their point of juncture, furnishing a combustible mixture by means of which a small flame is constantly main-' tained in the generator. The tubes 73 and 74 are connected by conduits 75 76 having stop-valves 7 7 78, with the initial-pressure sections 7 and 6, respectively, of the air and gas conduits. Said tubes 73 74 are also connected respectively with the atmosphere through a pipe 79, and with the source of gas-supply (the main 15) through a pipe 80. In the pipes 79 and 80 are stop-valves 83 and 84 for opening and closing them, and check-valves 81 82 opening inwardly, and preferably closing against gravity. The orifice oi the tube 73 constitutes an auxiliary burner entering the main generator 3. Opposite the auxiliary burner, in the wall of the main generator, is a plugged orifice 85, through which a taper may be introduced to first ignite the auxiliary flame. At the upper end of the generator 3 is an outlet 87 provided with an inwardly opening check-valve 88.

In starting up the apparatus, it may be assumed that the main flame in the generator 3 is not ignited, the gas and air conduits 4 5 being closed by means of controlling valves 89 90. Pressure will therefore be absent from the main burner and combustion-chambet, and the check-valve 38 will be open. Under these conditions, the auxiliary flame will be maintained in the generator by combustion-fluids supplied through the pipes 79 and 80, the valves 83 and 84 b0 At the same time, the valves 77 78, which are also shown as connected for simultaneous movement, are thrown open, and a supply of high-pressure air and gas is thereby deliverable to the auxiliary humor, in place of the atmospheric air and streetrmain gas supply through the pipes 79 80. The maintenance of the auxiliary flame during the continued operation of the apparatus is insured from the fact that it receives combustion-fluids at a higher pressure than the main burner. 131 and 132 are valves placed in the air and gas conduits, back of the regulator 8, and adapted to be used alternately to the valves 77 78 and 89 90, which will be left open when the said valves 131 132 are used. The valves 131 132 control simultaneously the high-pressure fluid-supply to the igniting burner, and the supply to the main burner, and may be used in place of the engine throttle-valve.

In Fig. 11, the gas-valve 125 and airvalve 126 are rigidly united, and rotated through a rack and pinion, by the diaphragm 127, which receives on its righthand side the terminal pressure of the system from bypass pipe 43, and on the opposite side the initial pressure of the air-conduit 7. The left-handward pressure of a spring 128 assists the terminal pressure. The

,valves 125 126 are free to move vertically, and in so doing the air-supply is apportioned between the burner air-conduit 5 and the by-pass air-conduit 43; while the gas-passage 4 and burner air-passage 5 are simultaneously and equally varied in size. The vertical movement of the valves may permissibly be accomplished by means of a diaphragm 129 receiving on one side the air-pressure, and on the opposite side the pressure of the atmosphere and of a spring 130. As pressures increase, the diaphragm 129 is depressed, the gas-passage cut off, and a portion of the air by-passed. Excess gas-pressures may be disposed of through a reliefvalve 15.

The valve in Fig. 11 may have a stop 110 and lock 133 for its horizontal diaphragm-motion, similar to those hereinbeiore described in connection with the valve in Figs. 2 and 3. At 134, there is shown a swivel adjustment for the valve 125, whereby the relative rotatory adjustments of gas-valve 125 and air-valve 126 may be varied.

I claim:

1. In continuous-combustion generating apparatus, thecomblnation of a combustion-chamber having a burner, means for supplying compressed air and gas thereto, means controlled by the pressure of the system for diverting part of the gas supply from the burner, and means controlled by the resulting change in the flow of burner gas for diverting a corresponding portion of sir. i

2. In continuous-combustion generating apparatus, the combination of a continuous pressure-burner, a pressurelins emanating therefrom, means to supply compressed air and gas to said burner, means controlled according to the outdratt from the burner for releasing excess quantities of the gas-supply, and means controlled by the gas-pressure.

for bypassing excess air into the pressure-line beyond the burner.

3. In continuous combustion generating apparatus, the

.combination of a combustion chamber, means to supply air combination of a combustion chamber, means to supply air and gas thereto, means for releasing the gas upon the attainment of a predetermined pressure in the system, and means controlled differentially by the air and gas pressures for by-passing the air around the combustion chamber.

5 In continuous-combustion generating apparatusthe combination of a combustionchamber, means for supplying air and fuel thereto under pressure, and means controlled by the pressure of the system for automatically by-passing air around the combustion chamber without varying the total resistance to the air flow.

6. In continuous-combustion generating apparatus the combination of a combustion chamber, means for supplying a combustion fluid thereto under pressure, a valve device in the path of said iinid having oppositely-opening distributing members, and means for automatically controlling said device by the pressure of the system.

7. In continuous-combustion generating apparatus the combination of a combustion chamber, means for supplying a combustion fluid thereto under pressure, a by-pass for said fluid, a valve device having burner ports and by-pass ports movable oppositely without varying their combined area, and means for automatically controlling said device by the pressure of the system.

8. In continuous combustion generating apparatus, the combination of a combustion chamber, a source of air pressure, burner-air and by-pass air passages for conducting the air to and around said combustion chamber respectively, two valve members controlling the respective passages and constructed and connected to open and close oppositely to each other, and means for increasing the bypass opening and decreasing the burner opening upon the attainment of a predetermined pressure in the system.

9. In continuous combustion generating apparatus the combination of a combustion chamber, a source of air pressure, burner-air and by-pass air passages for conducting the air to and around said combustion chamber respectively, and two valve members controlling the respective passages and controlled by the pressure of the system, and constructed and connected to open and close equally and oppositely to each other.

10. In continuous combustion generating apparatus,.the combination of a combustion chamber, means to supply gas thereto, a source of air pressure, burner-air and bypass air passages for conducting the air to and around the combustion chamber respectively, two valve members controlling the respective passages and controlled diiferentially by the air and gas pressures and constructed and arranged to open and close oppositely to each other, and means to release the gas upon the attainment of a predetermined pressure in the system.

11. In continuous-combustion generating apparatus the combination of a combustion chamber, means for supplying combustion fluid thereto under pressure, a valve controlling said fluid and having both axial and rotatory movements, one of which controls the destination of and the other the resistance to said fluid, and means for automatically controlling both of said movements by the pressure of the system.

12. In continuous combustion generating apparatus, the combination of a combustion chamber, means to supply a combustion fluid thereto, valve mechanism controlling said fluid and having axially-sliding and rotating movements, and means controlled by the pressure of the system for imparting the said respective movements independently and coincidently to said mechanism.

13. In continuous-combustion generating apparatus the combination oi. a combustion chamber, means for supplying combustion fluid thereto under pressure, a valve device controlling said fluid and having independent distributive and resistance-varying movements, and means for automatically controlling said movements by the pressure of the system.

14. In continuous-combustion generating apparatus the combination of a combustion chamber, means for supplying combustion fluid thereto under pressure, a valve device controlling said fluid and having independent distributive and resistance-varying movements, one axial and the other rotatory, and means for automatically controlling said movements by the pressure of the system.

15. In continuous combustion generating apparatus, the

combination of a combustion chamber, means to supply a combustion fluid thereto, two valve devices controlling said fluid and constructed and connected for opening and closing movements in opposition and also in unison, and means controlled by the pressure of the system for imparting the said respective movements independently and coincidently to said devices. v

16. In continuous combustion generating apparatus, the combination of a combustion chamber, a source of air pressure, burner-air and by-pass air passages for conducting the air to and around the combustion chamber respectively, two valvedevices controlling the respective passages and constructed and connected for opening and closing movements in opposition and also in unison, means controlled diiferentially by the pressures initial and terminal to said devices for imparting the unison movement thereto, and means controlled absolutely by the pressure in the system for imparting the opposition movement thereto.

17. In continuous combustion generating apparatus, the

, combination of a combustion chamber, means to supply a combustion fluid thereto, a resistance-valve controlling said fluid and controlled by the pressure of the system, and a stop adapted to prevent the complete closing of said valve.

18 In continuous combustion generating apparatus, the combination of a combustion chamber, means to supply air and gas thereto, independently-movable resistance-valves controlling the respective fluids, and independent devices controlled differentially by the pressures initial and termine] to the respective valves for operating said valves.

19. In continuous combustion generating apparatus, the combination of a combustion chamber, means to supply air and gas thereto, means for increasing the ratio of airpressure to gaspressure upon 'the attainment of a predetermined pressure in the system, and mechanism controlled difierentialiy by the air and gas pressures for releasing the gas.

20. In continuous combustion generating apparatus, the combination of a combustion chamber, means to supply a compressed combustion fluid thereto, an engine supplied by said chamber, means to automatically divert excess,

quantities of the compressed fluid from the-combustionchamber, an additional device actuated by the compressed fluid and having an opening varying with the volume released, and throttling means included with the foregoing elements for securing the operation of said additional device over a substantial range of pressure.

21. In continuous-combustion generating apparatus the combination of a combustion chamber, conduits for supplying combustion fluids thereto under pressure, means for releasing from one of said conduits gradually upon the attainment of a predetermined pressure therein, and means controlled differentially by the pressure of said fluids for releasing from the same conduit.

22. In continuouscombustion generating apparatus the combination of a combustion chamber, means for supplying fuel thereto under pressure, means controlled by the pressure of the system for automatically releasing a poriion of said fuel to the suction of the fuel-supplying means, and means located between the release-point and the fuel-supplying means and actuated by the pressure of the released fuel for performing a regulating function in the apparatus.

23. In continuouscombustion generating apparatus the combination of a combustion chamber, a device for supplying a combustion fluid thereto under pressure, means for releasing a portion of said fluid upon a decrease in the out-draft from the combustion chamber, and means controlled by the released fluid for decreasing the performance of said device.

24. In continuous combustion generating apparatus, the combination of a combustion-chamber, compressors for supplying air and gas thereto. means for releasing one of said fluids to vary their pressare-relationship upon the attainment of a predetermined pressure in the system, and means controlled by the pressure of the released fluid for varying the output of the compressor supplying it.

25. in continuous combustion'generating apparatus, the combination of a combustion chamber, compressors for supplying air and gas thereto, one of which has a piston of variable stroke, means for releasing the fluid supplied by the last-said compressor upon the attainment of a predetermined pressure in the system. and means controlled by the pressure of the released fluid for varying the stroke of said piston.

26. In continuous-combustion generating apparatus, the combination of a combustion-chamber having a primary burner, compressed air and gas-conduits supplying the same, an igniting burner opening into said chamber, sources of compressed air and compressed gas connected with said igniting burner and maintained in a predetermined pressure-relationship for supplying said fluids in combustible proportions, and means for maintaining the pressure of said igniter fluids above the pressure of the primary burner fluids.

27. In continuous combustion generating apparatus, the combination of a combustion-chamber having a primary burner and an igniting burner. two sources of supply of combustion fluids at diflerent pressures for said igniting burner, and means for automatically shutting ott the lower-pressure supply by the pressure of the higher-pressure supply.

28. In continuous combustion generating apparatus, the combination of a combustion chamber, a primary burner therefor, means to supply the same with combustion fluids, an igniting burner for said chamber, a conduit for supplying a combustion fluid to said igniting burner, a second conduit for supplying a combustion fluid at a diiferent pressure to said igniting burner, and an automatic checkvalve opening toward the combustion chamber for controlling one of said conduits;

2!). in continuous combustion generating apparatus, the combination of a combustion chamber, a primary. burner therefor, means to supply the same with combustion fluids, an igniting burner for said chamber, a set of air and fuel conduits for supplying said igniting burner, a second set of air and fuel conduits for supplying fluids at a different pressure to the igniting burner, and automatic check valves opening toward the combustion chamber for controlling the lower-pressure conduits.

30. in continuous-combustion generating apparatus, the combination of a. combustion-chamber having a primary burner and a secondary burner, means to supply combusan inwardly-opening automatic check valve controlling.

said outlet.

32. In a motor apparatus the combination of a combustion-chamber, an engine located beyond said chamber and operated by the pressure of the products of combustion therefrom, and an automatic check-valve controlling an escape-outlet from said combustion chamber for the products of combustion. said valve being adapted to automatically open when the outflow from said chamber is below a predetermined pressure and to automatically close when that pressure is exceeded.

In testimony whereof I have aflfixed my signature, in presence of witnesses.

SIDNEY A. REEVE;

Witnesses:

' Iionms W. Conn,

WEBSTER THAYER, EDWARD I. NOYES. 

